Aeroplane.



S. S. SLOTER.

AEROPLANE.

APPLiCATION FILED FEB. 15, 1918- 5 SHEETSSHEET I.

Mm w /i/fi i INVENTOR Pai'enred Apr. 29, 1919.

S. S. SLOTER.

AEBOPLANE.

APPLICATION FILED FEB-15, H8.

Patented Apr. 29,1919.

5 SHEETS-SHEET 2.

1km I,

ATTORNEY S S. SLOTER.

AEROPLANE. APPLICATION FILED FEB. 15, HUB. 1 ggg ggfi Patented Apr. 29, 1919.

5 SHEETS-SHEET INVENTOR ATTORNEY S. S. SLOTER.

AEROPLANE.

' APPLICATION FILED FEB. 15. 1918- L mpwfie Emma Apr. 29 1919.

5 SHEETSSHEET 5.

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ATTQRNEV Unrnn SELDEN' S. SLO'IER, 0F FAIRMONT, WEST VIRGINEA, ASSIGNUR 0F ONE-HALF T0 CHESTER C. SHINN, OF FAIRMONT, NEST VIRGINIA.

AEROPLANE.

mosses.

Specification of Letters Patent.

Patented Apr. 22, 19119.

Application filed February 15, 1918. Serial 110. 217,325.

To all whom it may concern Be it known that I, SELDEX S. SLUTER, a citizen of the United States, residing at Fairmont, in the county of Marion and State of Nest Virginia, have invented certain new and useful Improvements in Aeroplanes, of which the following is a specification.

My invention relates to improvements in flying machines or aeroplanes of the heavier than air type, and more particularly the triplane type of such machines.

In the accompanying drawings, which illustate applications of my invention.

Figure 1 is a top plan view of a machine embodyin my invention with a portion of the upper plane omitted to show the arrangement of the propelling power units:

Fig. 2 is a diagrammatic view showing the central portion of the machine;

Fig. 3 is a central bottom plan particularly showing the arrangement of the trucks, pontoons, storage tanks, gyroscope, dynamo, air pump, and engine for operating dynamo, gyroscope and air pump;

Fig, 1 is a diagrannnatie view showing a portion of the intermediate wing from below and the arrangement or the fuel and air supply systems, together with operating cables for deflecting rudders;

Fig. 5 is a front elevational view; and

Fig. 6 an elevational view of thetail or elevating planes.

The construction of my invention, as illustrated. is particularly designed to provide a triplane or the heavy bombing type capable of carrying heavy loads, a large fuel supply, and to be able to travel at a very high speed.

In the drawings, 10, 11 and 12 designate the upper, intermediate and lower main planes located at the front of the machine; and 13, l-t and 15 three fuselages or longi tudinal frames connected with the frames supporting the said blanes. The central fuselage is designed to contain the main power unit of the propelling force as well as the control levers, teed controls, steering means, gages, etc., and the engine of tnis unit is of greater horse-power than the engines of 14 and 15. These engines are firmly fixed within the frame works and, as shown, are also braced by means of bracing rods 5H-59 eXtOIHllng downwardly therefrom to the supporting trucks.

Located adjacent to the rear of the central fuselage, I provide vertically extending deflecting rudders 16, 17. Rudders 16 and 1'? are under the control of the pilot or observer in the main fuselage and operatively connected with wheels 39 through gearing cobperating with drums 57, cables 74. the latter supported by pulleys 75, rod 28 and rods 29 and 30. The rudders are centrally supported by a laterally extending rod 27, and also by brace-rods 53, 54, extending fro'm the main spar of central plane 11.

The tail structure includes the elevating planes 18, 18 and 18 and the stationary stabilizing plane 19, the latter beingjust in advance of the intermediate plane 18*, and designed to maintain equilibrium particularly when the elevating planes are inclined to change the direction of flight.

The elevating structure is o erated by means of lever 38, rod 40, latera 1y extending rod 31, the latter being connected with rod 4:0 by means of crank 55, notched rods 20 and 21, meshing with pinions 56 carried on the ends of a supporting rod 35. 22 and 2;) designate tail framework.

The upper plane 18 extends beyond the lower and intermediate planes to permit the planes to swing freely. Supporting rod 35 has its ends beyond the pinions 56 mounted in suitable bearings in the frame-work and this rod 35 passes through plane 18 about onethird of the distance from its leading edge. As particularly shown by Fig. 6, the planes may be conveniently braced from rod As shown by Fig. 1, a space is provided between the elevating lanes and the stationary plane 19 to permit the movable planes to tilt either forward or backward without interference with plane 19; this figure also shows by the dotted lines, the rear extremities of plane 19 outside the frame work and under plane 18,

The tail frame-work 2223 includes two heavy central rods 22 secured to and projecting from the central plane construction and two sets of lighter braces 22*, the latter being connected with auxiliary uprights 36 extending from the lower plane to the top plane. as particularly shown by Fig. 2, said uprights being secured to the main spars ot' the three planes. The uprights are designed to take the strains of the tail construction oti' the main braces and struts. The tail frame-work also includes cross struts 2 t,

connected with the brace 26 and the framework of the stationary plane 19.

The gyroscope 47 is designed to maintain the stability of the machine, particularly when encountering disturbed atmosphere, air currents, holes in the air, storms, etc. This gyroscope, as well as dynamo 4:9, and air pump 50, are operated by their individual power unit 48, thus obviating the necessity of operating the larger engines for this purpose, and providing for the stability of the machine, at least to a certain extent, in the event of one or more of the larger engines being disabled.

Dynamo 49 is employed for the generation of electricity for the operation of the radio set, search light, for the heating and for other necessary lighting about the machine.

Air pump 50 is for the purpose of compressing air, which is stored in tank 51, said air being used for force feeding gasolene from supply tanks 32, 33 and 34 to the engines, and for forcing gasolene from the storage tanks 62, 63, to the said supply tanks. These storage tanks should be arranged, by proper piping, so that it will also be possible to'feed gasolene from them diroot to feed pipes 64, 65, 66, in the event one or more of the supply tanks should be disabled or destroyed. The detail of piping, and method of feeding will be more fully hereinafter described.

The landing trucks, as illustrated and as preferred, include three forward trucks 41, 42 and 43, and three rear trucks 44, 45 and 46. The forward trucks are of the construction now generally employed on aeroplanes, but the rear trucks are of a different construction. These last mentioned trucks are constructed to permit them to turn from side to side, or slew. They are fastened to the body in the same manner as the forward trucks, as shown in Fig. 2, but each has a free axle connecting the two wheels, with a pivot or knuckle a short distance from either end, similar to the construction of the front trucks of an automobile, as shown in Fig. 3. Diverging from this axle on either side, at a short distance inside the knuckle above described, is a set of heavy springs, each connecting with a rod parallel to the wheel, beyond the joint, or knuckle of the axle, as more clearly illustrated by the drawings, said rod being rigid on the portion of axle to which wheel is fastened, thus these springs exert a pulling force in either direction, tending to keep the truck, or wheels intheir normal position.

The purpose of these slewing trucks is to relieve the strain on the trucks when landing, and in order to obtain the proper results from the same, it will simply be necessary to skim the ground at a distance of a few feet, near the point desired to land,

and then by changing the elevation of the tail, and bringing it downward, the rear trucks will rest on the ground, at an angle. Should the machine be swerving slightly from the line of flight, the slewing trucks will turn to either right or left as the case may be, if the machine be swerving to that extent, and thus will the machine be automatically righted, the heavy springs pulling the wheels back to their normal position as soon as'the tension is relieved. Then, the speed being slackened, the machine drifts, and gradually settles on the forward trucks for the halt.

These springs should be of suflicient strength, however, that they will not permit the truck to slew at all, unless the pressure is more than the truck can safely stand, thus endangering the life of the truck, as it is not desired that they swerve unless it is absolutely necessary, in order to prevent damage to the machine.

In order to prevent damage to the tail by its striking the ground 'when brought downward in landing, a small wheel 77 should be placed at either side, under plane 19, supported by uprights diverging from framework of tail said wheels being side braced by rods 77" extending into spars of stationary plane 1!).

Referring to the piping arrangement, and method of feeding, as above mentioned, the supply tanks 32. 33, 34- are located to the rear of their respective engines. The gasolene is conveyed from these tanks to the engines by feed pipes (H, 5 and (36, as shown in Fig. 4. These tanks are interconnected by means of pipe 67, in order that they may all feed to the same level at all times, and thus maintain the proper balance of the machine. Also to supply any one tank from the others, should it become empty. or be using more gasolene than the other tanks, for any reason. If desired, the feed pipes may also be interconnected in the same manner. which would be of advantage should it become necessary. due to acc dent, to feed direct from the storage tanks (12 and 63. Intercom necting pipe (37. as shown. passes through the central plane between the bodies, until it reaches the tank, where it. curves downward. to be connected at the bottom of the tank to the gasolene supply. This pipe is supplied with valves, or cut-outs 68, at each tank, in order that the same may be cut out should one of the tanks become damaged, or the pipe damaged, thus preventing the gasolene from leaking from the tanks, other than the. damaged one. Should this occur, interconnected feed pipes would be of great advantage in order to operate all three engines. as otherwise it would benecessary to shut one engine of? entirely, until the pipes could be repaired, or tank. as the ease might be, thus throwing the machine out of balance.

neoaaae In order to insure a uniform supply of gasolene at all times, and suificient pressure to feed properly at all angles, I employ compressed air. The compressed air from tank 51 is induced into the supply tanks through main cut-out valve 71, and interconnecting air pipe 70. Pipe 70 passes through the central plane in the same manner as gasolene interconnecting pipe 67, and should be supplied with cut-outs at each tank in the same manner, in order to relieve the pressure in any one tank, and still maintain the same in the other tanks. Air pipe 70, however, enters the tanks at the top, and thus the air exerts a downward pressure on the gasolene, forcing it into feed pipes 64:, 65 and 66 (they being located at the bottom of the tank) at any desired pressure. This pressure is ascertained by means of an air pressure gage 73 located in the central car or fuselage '13, in front of the pilot. Gage 73' is connected with the tank line pressure pipe by means of a small pipe 72, see Fig. 4. Thus, whe n the desired pressure is attained, in the tank line, the pressure from tank 51 may be relieved by turning cut-out 71, thus confining the additional pressure to tank 51. The main pressure gage showing pressure in tank 51 may be located either in fuselage 13, or in car 52, or both.

Air pump 50 is to be operated by means of a clutch on shaft -7 9, of engine 48, so that when the desired pressure has been attained in the tank 51, this air pump may be stopped. This also applies to dynamo 419, and gyroscope 47, so that they may be stopped, should they be out of order, or for any other desired reason, should it be necessary to operate but one of the three units supplied by power for operation by engine 48.

This method of feeding will entirely elimmate the erratic supply of gasolene at large angles, and insure a uniform feed at all times.

The gasolene from storage tanks 6263 is also forced into the supply tanks by means of this air pressure, and if necessary incase of accident, as explained above, can be fed direct into feed pipes.

7 6 designates rods extending downward beyond the end uprights, or main braces, on either end of bottom plane 12 to protect the same in the event of the machine tipping to either side in landing, thus preventing dam age or strain to the planes by their striking the ground.

One of the principal features of this in vention is centralization, or in other words, balance of all active parts. The first step in centralization is the third or middle plane, which gives the machine a center. To aid centralization, the propeller shaft of the as shown in Fig. 1, and in the vertical center of the same, minus the angle of incidence, as shown in Fig. 2. That is to say, the angle of incidence is the inclination of the chord, or wing curve to the horizontal,

when the machine is in horizontal flight. lit will be understood, assuming that the wing curve on the machine illustrated is at an angle of incidence of two degrees, with a wing curve or chord of ten feet in length, that the front or entering edge of the aerofoil would be raised four inches above the rear or trailing edge when the machine is in hori zontal flight. Referring to Fig. 2, it will be noted that the vertical center of the front frame is at a point directly over the central propeller shaft, on the entering edge of central plane 11, and the propeller shaft 27 is four inches lower than the entering edge, or is located where the plane would be were there no angle of incidence, instead of two degrees. As explained above, this engine is of greater horse-power than the two assisting engines, and thus it will be seen that the controlling power unit. is in the center of the main supporting area, which combined with the usual proper construction will automatically balance the machine. Then with a view of increasing the speed and carrying capacity, and in order to properly take care of the additional supporting surface brought about by the additional plane, it becomes necessary to add horse-power, which may be satisfactorily accomplished without interfering with the balance of the machine, by adding the two additional engines, above described, as shown in Fig. 1, at equal distances to the right and left of the central engine respectively.

These additional engines may be operated from the central car, by placing feed control levers in this car, connecting them with the feed pipe valve throttles of these respective engines by means of a rod passing through the central plane, or may be controlled by an engineer, in their respective cars, (there bein suiiicient space for two men in each of t e auxiliary cars, between,

the fuel supply tank and the engine).

As particularly shown by Fig. 2, the gyroscope, dynamo, air pump, and engine 18 for operating the same, together with the compressed air tank 51, are preferably carried by a separate car body 52 disposed centrally of and adjacent to the lower plane 12. While the operation of the engine, etc, may be controlled from the main fuselage 13, T prefer to have an operator located in car 52.

Speed being one of the first requirements, all parts must necessarily be constructed on air line principles, so far as possible, in order to reduce active and passive drift to a minimum, thus providing a proper liftdrift ratio. To this end, it will be seen Gill that plane 19, andbraces 26 and 27, are too in line with the trailing edge of the central plane 11, as well as stays 24, 25, and plane 18 of the tail. Also, that frame-work of tail 2223 and upright .36 are in line with the uprights of the main planes. The uprights of main planes, in Fig. 1, are indicated by small black dots alongside bodies 13, 14 and 15.

The angle of incidence must be slight, as shown in Fig. 2, as well as the curve of the aerofoil, or under surface, and the camber as well must be of low ratio. Fig. 2 shows in sectional outline the shape of Wing recommended by the inventor, the same being designed with a view of giving a large lifting capacity, and still permitting of high speed.

The employment of the three planes, thus presenting a large amount of supporting surface, and necessarily more active drift per lateral foot of plane, an aspect ratio of 6.66, or even higher, is recommended.

In building the triplane in accordance with my invention, each engine with its accompanying fuselage, gasolene tank, trucks, etc., should be constructed separately, in exactly the same manner as though one body was being constructed for a single machine, and then the three separate bodies, or power units, assembled with a space between, as though three separate aeroplanes were being combined into one large machine. Each body has its individual trucks, front and rear, and thus permits of wheeling them from place to place, which simplifies the handling in theeonstruction, and assembly, or in the repairing of a machine of this type.

Pontoons 60 and 61, as shown in Fig. 3, are of the usual standard construction, being of suflicient size to support the machine when loaded to its carrying capacity. These pont'oons, on account of the size and weight of the machine, must necessaril be of a size to interfere with the landin of the machine on the ground, and should be constructed so that they may be removed when not necessary to land in the water, as it would be impossible to land on the ground when they are in place without damaging them.

If desired, in order to lighten the machine, the landing trucks may also be constructed so that they may be removed, when the pontoons are in place. This will also materially decrease passive drift.

What I claim is 1. In a flying machine of the triplane type, the combination with the main transverse front frame, of a plurality of fuselages each having a tractor type power unit and including a central and a right and left fuselage, with the central one disposed in the transverse and vertical center of the front frame minus the angle of incidence, and projected forwardly of the front frame for a greater distance than the other fuseture framework connected with'the rear of the front frame and to the auxiliary uprights whereby the elevating planes are supported.

3. In a flying machine of the triplane type, the combination with the main transverse front frame, of 'a plurality of fuselages including a central and a right and left fuselage, with the central one disposed in the transverse and vertical center of the front frame minus the angle of incidence, auxiliary uprights adjacent the front frame, elevating planes of the triplane type, tail structure framework connected with the rear of the front frame and to the auxiliary uprights whereby the elevating planes are sup ported, and a stationary plane adjacent the central elevating plane and supported by the tail framework.

4. In a flying machine of the triplane type, the combination with the main transverse front frame, of a plurality of fuselages including a central and a right and left fuselage, with the central one disposed in the transverse and vertical center of the front frame minus the angle of incidence, auxiliary uprights adjacent the front frame, elevating planes of the triplane type, tail structure framework connected with the rear of the front frame and to the auxiliary uprights whereby the elevating planes are suppoi-ted, a stationary plane ad acent the central elevating plane andsupported by the tail framework, and vertically disposed rudders between the front frame and the elevating planes.

5,. n a flying machine of the triplane type, the combination with the main transverse front frame, of' a plurality of propelling power units includmg a central main unit and two trailing assisting units disposed on each side of the main unit, a fuel supply tank for each unit, interconnected fuel supply pipes extending from the tanks to the several units, and means for effecting a forced fuel feed to the respective units.

6. In a flying machine of the triplane type, the combination with the main transverse front frame, of a plurality of fuselages including a central and a right and left fuselage, a tractortype power unit for each fuselage, with the central one disposed in the transverse and vertical center of the front frame minus the angle of incidence, a In testimony whereof I affix my signature gair (if trugks seclllirfed to the frfinthframe in presence of two Witnesses.

irect un er eac uselage, Wit t e rear 1 truck d f each having means to permit slew- SELDEN SLOTEB" 5 ing of the truck in the act of landing, and Witnesses:

bracerods extending downwardly from the CASPER A. RUE, forward end of each fuselage to a crack. L. D. Satrmmrnrii). 

